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TRANSCRIPT
Manual
Simrad AP12Autopilot
CONTENTS
1. General
1.1 Introduction1.2 AP12 System Configurations
2. Operation
2.1 General2.2 Autopilot Mode 2.3 Adjusting Course2.4 Nav Mode
3. Parameter Adjustment
3.1 Rudder Movement (Gain)3.2 Seastate3.3 Autotrim
4. Installation - AP12H Hydraulic Drive
4.1 Pump Installation SRP124.2 Bleeding The Steering System
4.2.1 Two or Three Line Systems4.2.2 Pressurised Systems
4.3 Linear Feedback Unit SLF124.4 Fitting Control Unit SFC124.5 Fitting Compass Unit SHS124.6 Fitting Course Computer SCP124.7 Electrical Installation4.8 Interfacing via NMEA
5. Installation - AP12R Rotary Drive
5.1 Drive Installation5.2 Removing Existing Steering Helm5.3 Fitting Drive Unit SRD125.4 Changing the Steering Cable5.5 Fitting Control Unit SFC125.6 Fitting Compass Unit SHS125.7 Electrical Installation5.8 Interfacing via NMEA
6. Commissioning
6.1 Commissioning Checks6.1.1 Installation Check
6.2 Compass Orientation6.3 Setting Rudder Limits6.4 Seatrial / Compass Calibration
7. Appendix
7.1 Advice On Operation7.2 Warning7.3 NMEA Sentences Received7.4 Fault Finding7.5 Optional Accessories7.6 Specification & Dimensions7.7 Service & Warranty
Page 3Page 2
The technical data, information and illustrations contained in this publication were to the best of our knowledge correct at the time of going to print. We reserve the rightto change specifications, equipment, installation and maintenance instructions without notice as part of our policy of continuous development and improvement.No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, electronic or otherwise without prior permission from SimradNavico Ltd.No liability can be accepted for any inaccuracies or omissions in the publication, although every care has been taken to make it as complete and accurate as possible.
© 1999 Simrad Navico Ltd
For service and advice please contact the main Simrad dealer in your country of residence.
E02894:SIM Issue 1.1
30/11/1999 MDL
Page 4 Page 5
Fig 2.1 - Standby Mode
Fig 2.2 - Engaging Autopilot Mode
Fig 2.3 - Course adjustment to Port
2 Operation
2.1 General
The keypad of the AP12 is easy to operate.Using the five keys it is simple to change modes,set the course to steer and adjust navigationalfunctions.
When powered up the AP12 enters StandbyMode indicated by the flashing LED adjacent tothe Stby/Auto key (Fig 2.1).
While in Standby Mode, the helmsman is incontrol. The boat can be hand steered using thehelm as normal, or “power steered” using the
and (Port and Starboard) keys on the con-trol head.
• The control unit’s LEDs are always dimly lit,providing night illumination for the keypad. Allfunctions are confirmed audibly by a “beep” andvisually by LEDs.
2.2 Autopilot Mode
To engage Autopilot Mode, press the Stby/Autokey and the pilot will lock onto the currentcourse. The Stby/Auto LED will be perma-nently lit while the pilot is in Autopilot Mode(Fig 2.2).
• To lock the pilot onto the desired course,either steer the correct course and then engagethe pilot, or engage the pilot and then adjust theheading until the correct course is being steered(see section 2.3).
AP12R Rotary Pilot - it is recommended that ifa sudden course change is necessary while inAuto Mode (e.g. to avoid an obstacle) the clutchis disengaged and the autopilot is returned toStandby Mode by pressing Stby/Auto. In anemergency the clutch can be overridden by firmlyturning the steering helm, although the autopilotwill try to bring the boat back to the set course.
AP12H Hydraulic Pilot - The autopilot must bedisengaged by pressing Stby/Auto if a suddencourse change is necessary otherwise theautopilot will counteract any movement mademanually to the helm.
SHS12Compass
SCP12Course Computer
GPS(NMEA)
SRP12Hydraulic Pump
SLF12Linear Feedback Unit
GPS(NMEA)
SHS12Compass SJB12
Junction Box
SFC12Control
SRD12Rotary Drive Unit
OptionalSecond SFC12
AP12H Hydraulic Drive Option AP12R Rotary Drive Version
SFC12Control
OptionalSecond SFC12
1 General
1.1 Introduction
Combining sophisticated electronics with advanced software and powerful drives, the SimradAP12 autopilot provides accurate and dependable steering in varying sea conditions with mini-mal current consumption.
The AP12, a state of the art autopilot system with many advanced features, is simple to operate andoccupies little space on the dash. Five keys access all functions and pilot status is indicated clear-ly by LEDs.
To ensure the best results from your autopilot it is essential that the unit is installed correct-ly - please read this manual thoroughly before attempting installation and use.
Thank you for choosing Simrad
We hope you will also be interested in our full range of marine electronic equipment, which are allmanufactured to the same high standards as the AP12. Please contact your nearest Simrad Agentfor a catalogue showing our full range of high tech marine electronic equipment.
Simrad operate a policy of continual development and reserve the right to alter and improvethe specification of their products without notice.
1.2 AP12 System Configurations
The AP12 autopilot system is designed for power vessels and is available in two configurations.• The AP12H - designed for hydraulically steered boats with a ram displacement of 15 in3 (250cc).• The AP12R - designed for powerboats with a push-pull steering cable system which are 30 ft (9M)or smaller in length.
Although the operation and functions of these two versions are identical, there are some differ-ences in the configuration and installation of the AP12H and AP12R. To make installation easi-er, there are two separate installation sections in this manual. Section 4 relates to the installationof the AP12H Hydraulic version, section 5 is for the AP12R Rotary version. Some of the setupand calibration routines apply only to the AP12H, but this is clearly indicated at the beginningof the relevant section.
Page 7
Fig 3.2 - Increasing Gain level
3 Parameter Adjustment
The AP12 uses highly advanced steering soft-ware, which constantly assesses how the boat isbeing affected by the sea conditions. By adjust-ing its own performance, the pilot is able tomaintain the most accurate course for these con-ditions, just as a human pilot would. So in arough sea, the pilot is not overworked and bat-tery drain is kept to a minimum. While the Gainis adjusted manually to suit the boat, all otherperformance functions are totally automatic.
3.1 Rudder Movement (Gain)
The AP12 will make corrections if it detects thatthe boat is off course. How much rudder itapplies to correct this is set by the Gain (some-times referred to as the rudder ratio).
• The Gain setting can be compared to drivinga motor vehicle - at high speeds, very littlehelm movement is necessary to steer the vehi-cle (LOW Gain). When driving at slowspeeds, more helm movement is necessary(HIGH Gain).
• Fig 3.1A shows when the Gain is too low: theboat takes a long time to correct the heading.
• Fig 3.1B is ideal - errors are quickly corrected.
• Fig 3.1C the Gain is too high - the boat startsto “S”, or oscillate around the correct heading.
• Excessive Gain (Fig 3.1D) makes the boatoscillate increasingly off course.
The Gain can be adjusted in all modes, withoutinterrupting the operation of the pilot.
Press the Gain key - the Gain LED will flash andbeep a repeated sequence. The number of flash-es / beeps in the sequence indicates the Gain set-ting (1-9). The default setting is 5, which shouldgive good course keeping in most situations.
To increase the Gain press the key therequired number of times, to a maximum levelof 9 (Fig 3.2). To decrease the Gain press the key the required number of times, to a mini-mum level of 1.
Fig 3.1 - Effects of Gain setting
2.3 Adjusting Course
While in Autopilot Mode, precise course adjust-ments can be easily made -
• Press the or key once to make a 1º courseadjustment, confirmed by one beep and the Portor Starboard LED flashing once.
• Press and hold the key for a 10º coursechange, confirmed by a double beep and a dou-ble flash of the Port or Starboard LED (Fig 2.3).
2.4 Nav Mode
The AP12 has an inbuilt interface which allows itto be connected to NMEA0183 compatible equip-ment such as GPS, LORAN, Chart Plotters etc.
Once connected, the AP12 can steer using datafrom this source in addition to the compass,allowing a highly accurate course to waypoint(Fig 2.4).
• To enter Nav Mode the pilot must be in AutoMode and receiving waypoint or route datafrom the navigational receiver.
Press the Nav key to activate Nav Mode (Fig2.5). The Nav LED will light and the pilot willsteer to the first waypoint.
• If no NMEA data is being received, the AP12will beep twice and will not enter Nav Mode.
• If the Nav key is pressed while in StandbyMode, the pilot will beep once if Nav Mode isavailable when in Auto Mode, or twice if NavMode will not be available.
At the target waypoint, an intermittent alarmwill sound. As a safety feature (to avoid anunexpected course change) the next waypointwill not be loaded until the Nav key is pressedagain. When the boat reaches the final way-point, the pilot will switch back to Auto Mode,holding the current course.
Note - If a course correction is made while inNav Mode using the and keys, the boatwill gradually return to the original track (Fig2.6), so the boat can “dodge” an obstacle with-out exiting Nav Mode or having to reset theboat on the correct course.
Fig 2.4 - Nav Mode - Steering by satellite
Fig 2.5 - Activating Nav Mode
Page 6
Fig 2.6 - Course Adjustment in Nav Mode
Ori
gina
l Tra
ck
Course changeto avoid obstacle
Page 9
Balanced
Unbalanced
Fig 4.1 - Hydraulic ram types
4 Installation - AP12HSection 4 covers the installation of theAP12H Hydraulic version. Please refer tosection 5 for AP12R Rotary version installa-tion instructions.
4.1 Pump Installation
The AP12H links a reversing pump into theexisting hydraulic steering system on the boatusing T-fittings. The pump reproduces the effectcaused by turning the helm, so the pilot can steerthe boat without attaching any device directly tothe helm.
Confirm that the volume of the cylinder of thehydraulic ram is within the capacity of theSRP12 pump. For the pilot to operate efficient-ly, the cubic capacity of the boat’s ram must beless than 250cc (15 in3). With hydraulic systemsthe ram size is related to the steering load.
• If the volume of the ram cylinder is notknown then an approximate calculation can bemade for a balanced cylinder (these have therod emerging from both ends of the cylinder -unbalanced rams have the rod emerging fromone end only - Fig 4.1).
Volume = 3.142 x S(R2 - r2)S = Stroke lengthR = Cylinder bore radiusr = Push rod radius
If S, R and r are in inches, the volume will be incubic inches (in3). If they are in centimetres, thenthe volume will be in cubic centimetres (cc).
An ideal location for the pump is in agas/inflammable vapour free area, where it willnot be immersed in water.
The pump accepts hoses with 1⁄4in NPT fittings.NPT to BSP adaptors are supplied withEuropean versions to convert BSP hoses to NPTtype if necessary (Fig 4.2).
• Try to keep hydraulic fluid loss during con-nection to the pump as low as possible - this willhelp to reduce the time and effort required laterto bleed the system of trapped air.
• Absolute cleanliness is essential - even thesmallest particle of dirt could clog the checkvalves in the pump.
BSP SystemNPT System
Fig 4.2 - SRP12 pump hose connections
• For example: If the Gain was set at 4 (fourflashes of the Gain LED and four beeps) and theGain needed to be increased to 7, pressing the key three times would adjust the Gain accord-ingly. The Gain LED would then flash seventimes and seven beeps would be heard.
To exit Gain mode, press Gain again (the pilotwill exit Gain mode automatically if no key ispressed after three flash/beep cycles).
3.2 Seastate
In a rough sea, more heading errors will bedetected by the pilot as the heavy seas yaw theboat back and forth. The pilot would normallybe overworked trying to correct every error,causing unnecessary strain on the unit andexcessive drain on the batteries.
The AP12 monitors the course errors as it goesand it allows a “dead band” within which theboat can go off course without corrections beingmade (Fig 3.3). This is automatically set andupdated by the pilot to give the best compro-mise between course holding and battery con-sumption.
3.3 Autotrim
To compensate for changing conditions, a rud-der bias (sometimes known as rudder trim) isapplied in order to steer a straight course. Theamount varies according to factors such aswind strength, boat speed, and trim tab setting.If this was not done then the boat would tend toveer off course.
The AP12 monitors the average course errorand applies a bias to the rudder to compensateuntil the optimum condition is reached (Fig3.4). This bias is applied gradually to not upsetthe normal performance of the pilot, so it maytake a minute or so to fully compensate after amajor course change.
Page 8
Fig 3.3 - Seastate “deadband”
Ave
rage
Co
urse
Fig 3.4 - Autotrim principle
CO
UR
SE
HE
LD
WIND&
TIDE
Autotrimapplied
(Course W
ithout Autotrim
)
Fig 4.3 - Connecting pump to common hydraulicsteering configurations
Page 11
Three Line System
Pressurised System
Second steering position(if applicable)
Second steering position(if applicable)
Two Line System
Return port (use lowerport if two are fitted)
Page 10
• The helm unit must be fitted with check valves - most are fitted as standard. If not, it will be nec-essary to install a separate check valve between the helm unit and the SRP12 pump.
Fig 4.3 shows the correct connection for the most common steering configurations on boats withhydraulic steering. If the boat has a different steering system to the ones shown then consult thesteering manufacturer or a qualified marine engineer before attempting to install the SRP12.
• The hydraulic pump can be mounted in any orientation except upside down - that is, mount-ed with the valve ports pointing straight down. The pump will not prime in this position.
Choose a location so that it can connect easily with the existing hydraulic system - check that thereis easy access to the pump hydraulic connections and valves before mounting. Bolt the unit secure-ly to a sturdy part of the boat to avoid vibration that could damage the interconnecting hoses.
Remove the protective plugs from the valve ports and connect the pump to the steering systemusing flexible hoses to reduce the vibration being transmitted from the pump to the hydraulic lines.Make sure that the correct fittings are used and fit the NPT to BSP adaptors if necessary. If it is nec-essary to seal a tapered fitting use a recommended hydraulic oil sealant - never use PTFE tape.
• If the boat has a pressurised steering system, always release the air through the valve on the reser-voir before cutting the hydraulic lines.
• It is not important which way round the pump outlet connections A & B are connected to thesteering lines, as the pilot automatically sets the correct polarity when the unit is configured.
4.2 Bleeding The Steering System
The hydraulic system should be bled according to the manufacturer’s instructions. Make sure thecorrect oil is used to fill the system. If there are no manufacturer’s instructions available then followthese basic instructions -
• Bleeding the steering system is a job for at least two people - one at the helm and one at the ram.
• Allow at least 2 litres (4 pints) of hydraulic fluid when bleeding a single helm system, plus anextra litre (2 pints) for each additional steering position.
• Use a cup to catch oil lost during bleeding - the oil can be reused if filtered through a fine meshfirst. Any contamination could clog or impair the functioning of the steering system.
• These instructions assume that turning the helm clockwise will extend the ram and turning itcounter-clockwise will retract it. The cylinder may be installed the other way around so that thehelm is turned counter-clockwise to extend the ram. Check the orientation before bleeding.
4.2.1 Two or Three Line Systems
1. Fill the helm or reservoir to the indicated fill line..2. Loosen the hose fitting to port A on the SRP12 pump.3. Turn the helm slowly from lock to lock until a steady stream of oil comes from the hose fitting.
Retighten the hose fitting.4. Repeat steps 2 & 3 with port B.5. Repeat steps 2 & 3 with the return (R) port.6. Prime the SRP12 pump by connecting it directly to 12v and driving the rudder to the endstop(Red to 12v+, Black to Ground). Reverse the connections (Black to 12v+, Red to Ground) to run thepump to the other endstop. Make sure that the oil level in the helm/reservoir is kept topped upwhile doing this. NOTE - Running the pump dry for more than a few seconds can damage it.The hoses running to the pump must be primed by following steps 2 to 5.
Page 13
4.2.2 Pressurised Systems
Bleeding a pressurised system is a more com-plicated procedure than a standard two or threeline system. Simrad recommends that youenquire with the steering system manufacturerfor specific bleeding instructions. However, thefollowing instructions apply to most Hynauticor similar pressurised systems.
1. Loosen the relief valve screws. Unscrew byhand counter-clockwise as far as they will go.2. The reservoir should be fitted with an airvalve of the type used on car tyres. Connecta foot pump or compressed air line to thevalve and begin to pressurise the systemslowly (Fig 4.6).3. As the system is pressurised, the oil level inthe reservoir should drop as it is forced into thesystem. Stop pressurising the system if the oillevel drops below the fill line - release the airpressure in the system through the air valve bypushing the centre pin, remove the reservoirfiller cap and top up the reservoir. Replace thefiller cap.4. Continue pressurising the system and top-ping up the reservoir until the manufacturer’srecommended pressure is reached.5. Do not allow the reservoir to empty.Always depressurise the system as describedin step 3 before removing the reservoir fillercap.6. Loosen the hose fitting to port A on theSRP12 pump.7. Bleed until a steady stream of oil comes fromthe hose fitting. Retighten the hose fitting.8. Repeat steps 6 & 7 with port B.9. Repeat steps 6 & 7 with the Return (R) port.10. If there is more than one steering position,start with the highest helm. Turn the helmslowly (less than 1⁄2 revolution per second) 6times in one direction only.11. Repeat the above step with each successive-ly lower helm position (Fig 4.7). This includesthe SRP12 pump.12. Prime the SRP12 pump by connecting itdirectly to 12v and driving the rudder to theendstop (Red to 12v+, Black to Ground).Reverse the connections (Black to 12v+, Red toGround) to run the pump to the other endstop.Make sure that the oil level in the helm/reser-
Fig 4.6 - Pressurising steering system
Fig 4.7 - Purging sequence
FLYBRIDGE
1. Helm
CABIN
2. Second Helm
ENGINE BAY
3. SRP12
Page 12
7. Turn the helm clockwise until the ram is fullyextended.8. Open the bleed valve on the ram cylindernearest to the extended ram. If there are nobleed valves fitted to the cylinder, loosen thenut connecting the hydraulic hose to the cylin-der to allow the air to escape. Do not com-pletely undo the bleed valve or nut.9. Holding the ram to stop it retracting into thecylinder, turn the helm anti-clockwise until asteady stream of oil comes out of the bleederwith no air bubbles (Fig 4.4). Drain at least 1⁄2litre (1 pint) of oil to ensure all air is purgedfrom the system. Retighten the bleed valve.10. Keep the reservoir/helm unit filled up as oilis pushed down into the system. Never allowthe oil level to drop below the rotor whichcan be seen through the top filler hole in thehelm pump.11. When all the air has been bled from thelines, keep hold of the ram and slowly turn thehelm while tightening the bleed valve/nut.12. Release ram and continue to turn the helmcounter-clockwise until the ram is fully retracted.13. Open the bleed valve/hose nut on theopposite end of the cylinder. 14. Holding the ram to stop it extending fromthe cylinder, turn the helm clockwise until asteady stream of oil comes out of the bleederwith no air bubbles (Fig 4.5). Drain at least 1⁄2litre (1 pint) of oil to ensure all air is purgedfrom the system. Retighten the bleed valve.15. Keep the reservoir/helm unit filled up as oilis pushed down into the system, taking carethat the oil level never drops below the rotorwhich can be seen through the top filler hole inthe helm pump.16. When all the air has been bled from thelines, keep hold of the ram and slowly turn thehelm while tightening the bleed valve/nut.17. Maintain the helm or reservoir at the indi-cated fill line.18. Check every joint and tube for leaks. 19. Fasten all tubing down to prevent fracturedue to vibration.20. The manufacturer’s instructions should givedetails of the correct number of turns lock tolock when the system is properly bled. Anexcessive number of turns indicates that there isstill air in the system.
Fig 4.4 - Bleeding starboard hydraulic line
Fig 4.5 - Bleeding port hydraulic line
Page 15Page 15
Fig 4.10 - Hydraulic pump & mounting dimensions
Components supplied -
M5 x 25mm st stl hex set screw x 4M5 st stl plain washer x 8M5 st stl full nut x 41/4in(NPT) - 1/4in BSP adaptor x 3 (European version only)
Page 14
voir is kept topped up while doing this. NOTE- Running the pump dry for more than a fewseconds can damage it. The hoses running tothe pump must be primed by following steps6 to 9.13. After completing the cycle with each helmposition to the lowest position (including theSRP12 pump) loosen the bleed valves (or thehose fittings if there are no bleed valves) on theram cylinder one at a time, allowing air to bleedout until a steady stream of oil comes out of thebleeder with no air bubbles. Drain at least 1⁄2 litre(1 pint) of oil to ensure all air is purged from thesystem. Retighten the bleed valve.14. Check the reservoir level. If it is less thanhalf full, depressurise the system, remove thefiller cap and top up the oil level. Pressurise thesystem until the manufacturer’s recommendedpressure is reached.15. Repeat steps 10 to 14, turning each helm inthe opposite direction.16. Retighten the two relief valve screws.17. Turn one of the helms hard over.18. Open the bleed valve/fitting on the ramcylinder at the end that the ram is extendedfrom. Bleed until there is a steady stream of oilwith no air bubbles (Fig 4.8). Retighten thebleed valve.19. Turn the helm hard over in the oppositedirection. Repeat step 18, opening the oppositebleed valve this time (Fig 4.9).20. Check the reservoir fluid level - leave reser-voir 1⁄2 to 2⁄3 full.21. Pressurise the system until the manufactur-er’s recommended pressure is reached.22. The manufacturer’s instructions shouldgive details of the correct number of turns lockto lock when the system is properly bled. Anexcessive number of turns indicates that there isstill air in the system.
Fig 4.8 - Bleeding first hydraulic line
Fig 4.9 - Bleeding second hydraulic line
Page 17
4.4 Fitting Control Unit SFC12
The control unit SFC12 is held in place using asingle bolt and only needs two holes to bedrilled. It should be located where it can be eas-ily reached, such as on the dashboard next to thesteering position.
• Check that the location is suitable - thereshould be at least 40mm (1.6 in) clearancebehind the dashboard for the shaft and cable.
Mark the centres of the two holes where the con-trol unit is to be positioned with a centre punch,one 38mm (1.5in) vertically above the other.Drill a 25mm (1.0 in) hole at the top mark, and a5mm (0.2in) hole at the lower mark.
• If drilling into glassfibre (GRP), use a lowspeed setting on the drill and countersink theholes afterward to avoid cracking or splittingthe gelcoat.
Pass the cable through the larger hole andthrough the fixing nut. Tighten the nut to fixthe control unit into place (do not overtighten),making sure that the locating peg fits correctlyinto the smaller hole (Fig 4.14). Check that thecable is not obstructed or kinked before con-necting up.
4.5 Fitting Compass Unit SHS12
The compass should be positioned as close tothe centreline of the boat as possible (Fig 4.15),in one of four possible orientations (see section6.2). If the boat is GRP or wooden, the compasscan be mounted below deck, but must be atleast 1m (3 ft) away from any metallic objectssuch as stereo speakers, heating units etc.
• If the boat has a metal hull (this includes fer-rocement), the compass must be mountedabove decks on a mast or pole between one andtwo metres (3 to 7 feet) above deck.
When mounting, make sure that the compass isthe right way up and is level. The compass unitcan be screwed to a vertical bulkhead using thetwo No.6 x 3/4in self tapping screws provided. Ifscrewing into GRP, drill pilot holes and coun-tersink them properly, which will stop the gel-coat splitting when the screws are tightened.
Fig 4.15 - Mounting compass unit
Fig 4.14 - Mounting control unit
BOTTOMVIEW
SIDEVIEW
BOW
BOW
Page 16
Fig 4.13 - Ram mounting using fixing kit
4.3 Linear Feedback Unit SLF12
The Linear Feedback Unit SLF12 measures therudder position and can be installed on mosttypes of boat, including I/O or Outboard dri-ves. It is important that the SLF12 is properlyinstalled with the maximum possible stroke(minimum 150mm [6.0 in]), or it will not give anaccurate reading.
The SLF12 is mounted onto the hydraulic ramcylinder using two mounting saddles (Fig 4.11).Make sure that the maximum stroke of thehydraulic ram is less than the 300 mm (12.0 in)maximum stroke of the SLF12. The saddlessupport the SLF12 body, and can then be posi-tioned on the back of the ram cylinder. Checkthat the SLF12 and ram are exactly parallel.Use the cable ties supplied to secure the SLF12and saddles onto the ram.
The SLF12 rod is attached to the ram using thefixing kit supplied (Fig 4.12). Fit the U-bolt andbracket to the ram, checking that it will notinterfere with the movement of the ram at anypoint of steering. Rotate the assembly until theSLF12 rod can be fixed to the slot in the bracketusing the two nuts supplied (Fig 4.13) Refer tosection 6.3 before tightening the nuts.
When satisfied with the positioning, tighten theU-Bolt nuts fully, and then turn the helm hardover from lock to lock, checking that the SLF12rod does not bend at any time - this means thatthe SLF12 is not exactly parallel to the ram, andshould be adjusted accordingly.
If the SLF12 cannot be fixed to the ram asdescribed, an accessory kit is available separate-ly (part LFK500) which can be ordered throughyour local Simrad agent. This contains a sepa-rate mounting foot and balljoint assembly forthe end of the feedback rod, allowing the SLF12to be independently fixed to the rudder arm.
• Do not fix the SLF12 directly to the rudderarm if it is attached to the ram using themounting saddles, as the feedback rod willbend when the rudder is at full lock.
• If connecting to a Teleflex HC5345 steeringcylinder the optional LFKSeastar kit shouldbe ordered.
FIg 4.11 - Mounting saddles (x 2)
Fig 4.12 - Fixing kit
Rudder Arm
Ram Cylinder
Cable Tie
SLF12
FixingKit
Page 19
+ –+ –
To 1
2v +
DC
To 0
v
NM
EA
0183
In
To C
ont
rol U
nit
SF
C12
To C
om
pass
Uni
t S
HS
12
To F
eedb
ack
Uni
t S
LF
12
To P
ump
Fig 4.18 - Course Computer SCP12 connections
Page 18
Length ofCable Run
Under 5M(16.6Ft)
5-10M(33.3Ft)
Cross SectionArea
2.5mm2
4mm2
ConductorType
50/0.25
56/0.3
AWG
13
12
Fig 4.17 - Cable selection table
Fig 4.16 - Mounting Course Computer
4.6 Fitting Course Computer SCP12
Locate the course computer in a moisture, heatand vibration free area, somewhere between theboat’s power source and the pump to minimisepower cable lengths.
• The SCP12 should be mounted vertically withthe cooling fin uppermost, and be easily acces-sible once installed.
The unit is held in place using three No.6 x 1 inself tapping screws. To access the mountingholes, remove the terminal cover by looseningthe three screws holding it in place. Drill andcountersink three pilot holes in the indicatedpositions if screwing to GRP (Fig 4.16).
4.7 Electrical Installation
• The SCP12 should be connected to the boat’sbattery via the main switch panel with a prop-erly rated breaker or fuse and switch. It will bemuch easier to configure the rudder limits if theswitch is close to the SFC12 control.
• All AP12H components wire directly to theSCP12 course computer. The terminal bay isclearly labelled, and each terminal block has aspecific cable channel.
• It is important that the correct diametercable is used to supply the 12v power to theSCP12, depending on the length of run nec-essary (Fig 4.17). For this reason, the SCP12should be fitted as close to the power supplyand pump as possible.
The SLF12, SFC12 and SHS12 are all connectedto the course computer using three conductorcables (red, white and black). Each cable is con-nected to the marked terminal in the connectionbay (Fig 4.18). For good connections, wire endsshould be tinned if the cables are shortened.Poor connections will impair performance.
• The cables should be kept away from cableswhich carry radio or pulsed signals (1m / 3 Ftminimum distance is recommended).
Each cable should then be led through theappropriate cable channel, which will hold thecables firmly in position when the terminalcover is replaced.
TOP VIEW
SIDE VIEW
Page 21
5 Installation - AP12R
Section 5 covers the installation of the AP12RRotary drive version only. Please refer to sec-tion 4 for AP12H Hydraulic version installa-tion instructions.
5.1 Drive Installation
The SRD12 drive is a combined steering helmand gearbox which completely replaces theexisting steering helm unit (Fig 5.1).
The drive unit is based on the popular MorseCMD290 helm unit and is directly compatiblewith this.
• The drive can also be fitted onto boats usingother systems including Teleflex, Uflex, Acco,Mercury, Volvo Penta, Detmar, rack and pinionetc. Depending on the system, it may be neces-sary to fit an adaptor or change the cable anddashboard bezel kit. Refer to the table belowfor more details. All codes quoted are Morsepart numbers and are available from Morsesuppliers.
Fig 5.1 - SRD12 totally replaces helm unit
AP12R Compatibility Guide
Helm System Cable Bezel Kit Needed Cable Needed
Adaptor Needed 20º 90º Morse CMD290 NO NO NO NOMorse CMD250 NO 308561 308559 NOMorse CMD200 rack & pinion NO 306527 306504 304411-xx*Morse CMD2 NO 306527 306504 304411-xx*Teleflex Safe-T / Big-T 300959 308561 308559 NOTeleflex rack & pinion NO 308527 308504 304411-xx*Teleflex Non-feedback NO 308561 308559 NOTeleflex Quick Connect Safe-T NO 308561 308559 NOVolvo NO 308561 308559 NODetmar Square or Round Rack NO 308561 308559 304411-xx*ACCO / Mercury NO 308561 308559 304411-xx*Wheel must also be changed for onewith a 18.75mm (3⁄4 in) shaft
*xx = length in inches (1 inch = 25mm)xFig 4.20 - Connecting using NMEA interface :
no Common (–) wire
NM
EA
OU
TD
AT
A (
+)
Page 20
4.8 Interfacing via NMEA
The AP12 includes a built in NMEA0183 inter-face so GPS, Loran and Chart Plotters can beconnected directly to it. This allows the NavMode (Steer to GPS) function to be used.
To interface with the AP12, the NMEA OUTconnections of the equipment should be wiredto the respective NMEA IN Data and Common(COM) terminals of the AP12 course comput-er (Fig 4.19).
• Some manufacturers may refer to the con-nections as NMEA OUT + and – instead ofNMEA Data and Common.
• Certain equipment may have connectionsmarked NMEA IN. Do not use these.
• If the equipment does not have a NMEACommon (or –) connection, the NMEACommon terminal of the SCP12 course com-puter should be connected to ground by link-ing it to the BATT – terminal (Fig 4.20).
• If the vessel has more than one battery bank,when connecting the AP12 to the power supplyalways check that the pilot and the receiver arenot connected to a different battery bank. Thisis to avoid a possible voltage drop between theinterfaced equipment which would render theequipment inoperative.
• The receiver must be running an active routeor waypoint for the Nav Mode function tooperate.
• While any NMEA0183 compatible receiversshould interface with the AP12, Simrad cannotguarantee operation with other manufacturer’sequipment, as the Nav Mode function isdependant on specific NMEA0183 sentences ofthe correct format being available (see section7.3). Read the relevant section in the receiver’smanual before attempting to interface the AP12with this equipment. If necessary, contact themanufacturer’s technical support departmentor speak to a qualified technical dealer.
Fig 4.19 - Connecting using NMEA interface
NM
EA
OU
TD
AT
A (
+)
NM
EA
OU
TC
OM
MO
N (
–)
Page 23
• Use the bezel plate as a template to mark themounting holes that will need to be drilled.
• Take care when drilling not to damage orsever any wiring or cables behind the dash-board - if necessary tape these out of the waytemporarily until the holes have been drilled.
• If it is necessary to enlarge the existing steer-ing shaft hole in the dashboard for the driveunit, use a piece of wood clamped over the holeas a guide for the hole saw. This will ensurethat the hole is cut accurately and the bit doesnot jump while drilling, which could scratch ordamage the dashboard. Exercise caution whiledoing this.
Fit the bezel plate to the dashboard, but do notfit the plastic cover at this point.
Remove the steering cable from the helm unitby unfastening the retaining bolt at the cableentry and exit ports. Pull the cable outer awayfrom the helm unit (Fig 5.4), then the cableinside can be wound out by turning the steeringshaft (it may help if the wheel is refitted).
• Make a careful note of how the helm unit isfitted to the dash and which side of the helmthat the cable is inserted - if this is refitted incor-rectly the steering will work in reverse.
If the steering cable is not compatible with theSRD12 drive unit it will need to be changed fora Morse cable, which can be ordered from anyMorse stockist. The part number of the cable is304411-xx, where xx refers to the length of thecable required in inches (1 inch = 25mm).
See section 5.4 for advice on changing the cable.
5.3 Fitting SRD12 Drive Unit
Before winding the cable into the SRD12 driveunit, apply a thin coat of Teflon grease to theexposed section of the cable. Insert the plastictake-up tube into the exit port and refit theretaining bolt to hold it in place (Fig 5.5).
If required, fit the cable adaptor to the steeringcable to enable it to fit to the drive unit.
Fig 5.4 - Remove retaining bolts to allow cable outerto be disconnected
Fig 5.5 - Fit take-up tube to the exit port and replaceretaining bolt
Page 22
To be able to fit the AP12R to the boat, the fol-lowing basic requirements must be met -
1. The boat must have at least one single cablesteering helm. Dual cable systems, which arefor high performance boats or boats over 11m(35 Ft) cannot be adapted for the AP12R.However, the AP12R can be fitted to boats withtwo steering positions, providing that one has asingle cable helm.
2. There must be a minimum of 250mm (10.0 in)clearance behind the dashboard for the driveunit to fit (Fig 5.2).
• If the boat has a Morse CMD290 helm systemfitted, it can be directly replaced with theSRD12 drive unit.
• Other rotary helm units may need a cableadaptor, dashboard bezel kit, or the wholesteering cable may need to be replaced (seecompatibility guide, page 21).
• On boats with rack and pinion steering it willbe necessary to change the steering cable.
• ACCO or Mercury steering systems will alsoneed to change the steering wheel for one witha 18.75mm (3⁄4 in) shaft aperture.
5.2 Removing Existing Steering Helm
To remove the existing steering helm, take thesteering wheel off then unbolt and remove thehelm unit. If it is a rack and pinion system thenthe rack will need to be unbolted from the pin-ion before it can be removed.
Check that there is enough clearance behind thedashboard for the drive unit before installing -obstructions such as electrical wiring and throt-tle cables may need to be re-routed.
If a bezel kit is needed, note the angle that thehelm is mounted to the dashboard. Bezel kitsare available either in the standard 90º configu-ration, or 20º if the helm is fitted at an angle tothe dashboard (Fig 5.3). Note that tilting wheelsystems use the existing (original) bezel kit.
Fig 5.3 - Bezel kits available
90º
20º
Fig 5.2 - Minimum clearance required
250mm (10.0 in)
Page 25
Attach the new cable to the steering arm of theboat by pulling out the cotter pin and clevis pinto release the old steering shaft and replacing itwith the new steering shaft. Line up the shaftwith the steering arm by turning the steeringwheel and re-insert the cotter and clevis pins.
5.5 Fitting Control Unit SFC12
The control unit SFC12 is held in place using asingle bolt and only needs two holes to bedrilled. It should be located where it can be eas-ily reached, such as on the dashboard next to thesteering position.
• Check that the location is suitable - thereshould be at least 40mm (1.6 in) clearancebehind the dashboard for the shaft and cable.
Mark the centres of the two holes where the con-trol unit is to be positioned with a centre punch,one 38mm (1.5in) vertically above the other.Drill a 25mm (1.0 in) hole at the top mark, and a5mm (0.2in) hole at the lower mark.
• If drilling into glassfibre (GRP), use a lowspeed setting on the drill and countersink theholes afterward to avoid cracking or splittingthe gelcoat.
Pass the cable through the larger hole andthrough the fixing nut. Tighten the nut to fixthe control unit into place (do not overtighten),making sure that the locating peg fits correctlyinto the smaller hole (Fig 5.8). Check that thecable is not obstructed or kinked before con-necting up.
Fig 5.8 - Mounting control unit
Page 24
Insert the steering cable into the entry port ofthe drive unit and wind it in by turning thesteering shaft. The cable should wind into thedrive unit and emerge through the exit port intothe take-up tube (Fig 5.6). Push the cable outerretainer into the entry port and refit the retain-ing bolt to hold it in place.
Position the drive unit behind the dashboard,and bolt it to the bezel plate. Fit the plasticcover over the bezel plate (this should simplysnap into place). Secure the bezel retaining ringto the drive shaft, insert the locating key (or“woodruff key”) into the recess on the steeringshaft and refit the steering wheel (Fig 5.7).
• Depending on the layout of the dashboard andsteering system, it may be easier to fit the driveunit to the dashboard first, then insert the cable.
Rotate the wheel fully from lock to lock to checkthat the steering works smoothly across its fullrange and that it is steering in the right direc-tion. If the rudder moves in the opposite direc-tion to the wheel, the cable has been insertedinto the drive unit the wrong way and needs tobe inserted in the other port - swap the cableand take-up tube over.
5.4 Changing the Steering Cable
The accessibility of the steering cable run willdepend on the size of the boat - on smallerpowerboats the cable is usually easily accessi-ble, but larger boats may run the cable throughducts that are more difficult to access.
• Changing the cable will be easier if a mouse(or “tag line”) is attached to the end of the exist-ing cable before it is removed. This can be usedto pull the new cable through.
• Use a strong line for the mouse that is not like-ly to snap easily, but is thin enough to passdown the duct behind the cable.
• Tie the mouse securely to the cable and usetape to reinforce the joint. Pull the cablethrough from the rudder end while feeding themouse line from the steering end. When the oldcable has been completely removed, attach themouse to the new cable and use it to pull it backthrough from the rudder end.
Fig 5.6 - Wind steering cable into helm
Fig 5.7 - Fitting drive to dashboard and attachingwheel
Locating (“Woodruff”) key
Page 27
SFC12 Control Unit
SHS12 Compass
12v DC
NMEA0183 In
Bro
wn
/ Blu
e
Red
/ B
lack
/ W
hite
Red
/ B
lue
Fig 5.11 - AP12R electrical installation
SRD12 Drive Unit
SJB12 Junction Box
5.6 Fitting Compass Unit SHS12
The compass should be positioned as close tothe centreline of the boat as possible (Fig 5.9), inone of four possible orientations (see section6.2). If the boat is GRP or wooden, the compasscan be mounted below deck, but must be atleast 1m (3 ft) away from any metallic objectssuch as stereo speakers, heating units etc.
• If the boat has a metal hull (this includes fer-rocement), the compass must be mountedabove decks on a mast or pole between one andtwo metres (3 to 7 feet) above deck.
When mounting, make sure that the compass isthe right way up and is level. The compass unitcan be screwed to a vertical bulkhead using thetwo No.6 x 3/4in self tapping screws provided. Ifscrewing into GRP, drill pilot holes and coun-tersink them properly, which will stop the gel-coat splitting when the screws are tightened.
5.7 Electrical Installation
• The AP12R should be connected to the boat’sbattery via the main switch panel with a proper-ly rated breaker or fuse and switch.
• The AP12R operates from a 12v DC supply.Power is supplied to the system via the twocore cable from the SRD12 drive unit. Brownis 12v+, Blue is 0v.
• If the power cable needs to be extended, thecorrect diameter cable should be used,depending on the length of run (Fig 5.10). Forthis reason, it is recommended that any addi-tional cable runs be as short as possible.
The SFC12 control unit, SHS12 compass andSRD12 drive unit are wired together using theSJB12 junction box supplied. All three cableshave the same core colours - Red, Black andWhite, and the terminals in the junction boxare clearly marked (Fig 5.11).
• For good connections, all wire ends should betinned if the cables are shortened. Poor connec-tions will impair the performance of the pilot.
• The cables should be kept away from cableswhich carry radio or pulsed signals (1m / 3 Ftminimum distance is recommended).
Page 26
Length ofCable Run
Under 5M(16.6Ft)
5-10M(33.3Ft)
Cross SectionArea
2.5mm2
4mm2
ConductorType
50/0.25
56/0.3
AWG
13
12
Fig 5.10 - Cable selection table
Fig 5.9 - Mounting compass unit
BOTTOMVIEW
SIDEVIEW
BOW
BOW
Page 29
6 Commissioning
6.1 Commissioning Checks
After installation has been completed, the following checks should be made before use -
1. Installation check - ensuring that the installation of all the components in the system is mechan-ically and electrically correct.2. Seatrial - Auto compass calibration. The pilot should be set up for optimum course keepingability. If a navigational receiver is interfaced with the pilot, Nav Mode should also be tested.
6.1.1 Installation Check
CABLING
1. Are all the connections secure?2. Does all wiring meet recommended lengths and sizes for the current/voltage?3. Does the input power line have the correctly rated fuse or circuit breaker?4. Where possible, are the cables run away from existing cables which carry radio frequency or pulsed signals? (1m / 3 Ft distance is recommended).5. Are cables neatly tied or clamped to prevent friction damage? (Ties every 0.5m / 1.5 Ft intervals recommended minimum).6. Are all wire ends tinned?
COURSE COMPUTER SCP12 (AP12H ONLY)
1. Is the Course Computer in a dry location away from excessive heat and vibration?2. Is the Course Computer mounted on a vertical surface, with the cooling fin uppermost?3. Is the Course Computer securely attached to a permanent structure?4. Are all the cables properly fed through the cable clamp channels?
LINEAR FEEDBACK UNIT SLF12 (AP12H ONLY)
1. Has the unit been securely attached to the hydraulic ram of the boat using the suppliedmounting saddles?2. Is the full stroke of the SLF12 between 150mm and 300mm (6.0in to 12.0in)?3. Is the SLF12 correctly aligned with the rudder arm?4. Has it been fitted so that the rod does not bend or distort at any point of steering?5. When driven hard over from lock to lock, is the SLF12 free from any obstructions?
COMPASS SHS12
1. Has the compass been mounted the correct way up and is it level?2. Has the compass been mounted in a position away from ferrous materials, loudspeakers, heavy current carrying cables or other magnetic/electronic equipment to avoid deviation?3. Has the compass been mounted as near as possible to the centrepoint of the boat to min-imise heel angle?
HYDRAULIC PUMP (AP12H ONLY)
1. Have the correct fittings been used?2. Has return line (R) been fitted from the pilot pump ?3. Are check valves fitted if needed ?4. Has the system been correctly bled of air ?5. Is the tubing to the pump high pressure flexible material to reduce vibration?
RE
DN
ME
A O
UT
DA
TA
(+)
Page 28
Fig 5.13 - Connecting using NMEA interface :no Common (–) wire
5.8 Interfacing via NMEA
The AP12 includes an inbuilt NMEA0183 inter-face so GPS, Loran and Chart Plotters can beconnected directly to it. This allows the NavMode (Steer to GPS) function to be used.
To interface with the AP12, the NMEA OUTconnections of the equipment should be wiredto the respective NMEA IN Data and Common(COM) cores of the NMEA wire from the SRD12drive unit (Fig 5.12).
NMEA Data - REDNMEA Common - BLUE
• Some manufacturers may refer to the connec-tions as NMEA OUT + and – instead of NMEAData and Common.
• Certain equipment may have connectionsmarked NMEA IN. Do not use these.
• If the equipment does not have a NMEACommon (or –) connection, the NMEACommon terminal of the SCP12 course com-puter should be connected to ground by link-ing it to the BATT – terminal (Fig 5.13).
• If the vessel has more than one battery bank,when connecting the AP12 to the power supplyalways check that the pilot and the receiver arenot connected to a different battery bank. Thisis to avoid a possible voltage drop between theinterfaced equipment which would render theequipment inoperative.
• The receiver must be running an active route orwaypoint for the Nav Mode function to operate.
• While any NMEA0183 compatible receiversshould interface with the AP12, Simrad cannotguarantee operation with other manufacturer’sequipment, as the Nav Mode function isdependant on specific NMEA0183 sentences ofthe correct format being available (see section7.3). Read the relevant section in the receiver’smanual before attempting to interface the AP12with this equipment. If necessary, contact themanufacturer’s technical support departmentor speak to a qualified technical dealer.
Fig 5.12 - Connecting using NMEA interface
BLUENMEA OUTCOMMON (–)
0v
RE
DN
ME
A O
UT
DA
TA
(+)
BL
UE
NM
EA
OU
TC
OM
MO
N (
–)
Page 31
POWER ON
Fig 6.3 - Setting rudder limits
2. The Port LED will flash and the StarboardLED will light. If this light sequence is notshown, repeat step 1, holding the and but-tons down firmly.
3. Disconnect the SLF12 rod from the ram andpull it fully from the feedback body (the rod isnot physically attached to the SLF12 and can beremoved easily).
4. Slide the rod all the way into the feedbackbody as far as it will go, then reattach the rod tothe rudder. This sets the maximum limits of theSLF12
5. Turn the helm hard over to Port, then back itoff 1⁄8th of a turn. Push the key once, and theStarboard LED will flash and the Port LED willlight.
6. Turn the helm hard over to Starboard, thenback it off 1⁄8th of a turn. Push once - the GainLED will flash and the Port and Starboard LEDswill light.
7. Turn the helm to the midships position andpress Gain. The pump will drive the rudderbriefly to test the limits entered. If the rudderlimits are accepted, a double beep will soundand the Stby/Auto LED will flash. If all theLEDs flash and an alarm sounds, then the cal-ibration has failed - repeat the above stepscarefully.
• If the calibration still fails, this may indicatethat the hard over rudder position is beyond thesensing range of the SLF12 or the system hasnot been bled properly and the pump is air-locked. Try repositioning the SLF12 so that thestroke is within the defined parameters (see sec-tion 4.3), bleed the system if necessary andrepeat the above procedure.
Note that the pilot will not enter Auto modeuntil the rudder limits have been set.
POWER ON
STBY
Fig 6.2 - Setting compass orientation
Page 30
6.2 Compass Orientation
The SHS12 compass can be mounted pointingfour different ways - 0º, 90º, 180º or 270º to thebow (Fig 6.1).
• The factory preset is 0º (pointing forward). Ifthe compass is mounted pointing any otherway, this must be programmed in before usingthe pilot.
With the power switched off, press and holdNav while turning the power on. Both theStby/Auto and Nav LEDs will light and theGain LED will flash and beep, indicating thecurrent compass orientation setting -
Beeps/Flashes Compass Pointing
0 0º (To Bow)
1 270º (To Port)
2 180º (To Stern)
3 90º (To Starboard)
• Note bow mounting (0º) will give no flash orbeep
• Use the or keys to set the correct compassorientation ( to rotate setting clockwise, anticlockwise - Fig 6.2).
Press Stby Auto to accept the entered settingand return to Standby mode.
6.3 Setting Rudder Limits (AP12H only)
This two-stage procedure is used to -
• Define the maximum limits of the SLF12pushrod stroke.
• Define the endstop and midstroke positionsof the rudder.
This data is permanently stored, so it will onlybe necessary to repeat this procedure if theSCP12 is replaced or the SLF12 isreplaced/repositioned.
1. Turn the power to the pilot off at the breaker(or switch). Press and hold the and keyswhile switching the power on.
Fig 6.1 - Compass orientation
0º (No flashes)
180º (2 flashes)
90º (3 flashes)270º (1 flash)
BOW
BULKHEAD
RotateSettingClockwise
Page 33
7 Appendix
7.1 Advice On Operation
• When making course changes, be aware of the effect of a large course change on the boat, espe-cially when travelling at high speed - the AP12 will respond very quickly to any instructions, so itis advisable to reduce speed before changing course. This should particularly be rememberedwhen approaching a waypoint in Nav Mode - pressing Nav to head for the next waypoint couldresult in a sudden and severe course change. This is one of the reasons that a constant vigil andawareness of the situation must be maintained (see warning below).
• The Gain setting is critical on a high speed vessel like a power boat, because it affects the reac-tion speed of the autopilot. As you become more familiar with the operation of the AP12 and howyour own boat handles, it should be possible to tailor the Gain settings to suit the speed of the boatand the conditions it is cruising under.
7.2 Warning
The AP12 is a highly advanced autopilot, and a valuable aid to enjoyable cruising. However, itwould be a mistake to become complacent. Like all electronic navigational equipment, it is an aidto navigation and should not be used as a substitute for conventional navigational practice.Remember - Maritime Law* requires that you keep a good look out at all times.
7.3 NMEA Sentences Received
The NMEA0183 information required for full functionality while in Nav Mode is as follows -
Cross track errorBearing to destination waypointArrival at waypoint indication
This information is extracted from the following NMEA0183 sentences -
XTE Cross Track Error
BWC Bearing & Distance To Destination Waypoint (Great Circle)
BWR Bearing & Distance To Destination Waypoint (Rhumb Line)
APA Cross Track Error, Bearing To Destination Waypoint and Arrival At Waypoint
APB Cross Track Error, Bearing To Destination Waypoint and Arrival At Waypoint
RMA Boat Speed
RMB Cross Track Error, Bearing, Distance and Arrival At Arrival Waypoint
RMC Boat Speed
NOTE - The Cross Track Error (XTE) information has a maximum value of 1.27 Nautical Miles. Ifthe XTE exceeds this while using Nav Mode, the AP12 will sound an alarm, exit Nav Mode andreturn to Compass Auto Mode.
*IMO International Regulations for Preventing Collisions at Sea, Part B Rule 5 (1972)
Page 32
6.4 Seatrial / Compass Calibration
Before using the AP12, the compass must becalibrated to compensate for any magneticdeviation caused by ferrous or magnetic objectssurrounding it on the boat, such as cockpitspeakers etc.
1. With the boat motoring along slowly (2-3knots) in calm conditions press the key a num-ber of times (or manually steer) to induce a slowclockwise rotation of the boat (approx 3º/sec).
2. Press and hold Gain, followed by the andkeys simultaneously to enter Auto Compass
Calibration Mode (Fig 6.4).
3. Allow the boat to turn through a minimum of11⁄4 turns (450º) in approximately 21⁄2 minutes,during which time the fluxgate compass willautomatically calibrate itself.
4. If the rate of turn is too high, the Port LED will flash indicating that it is necessary to decreasethe rate of turn - press . If the rate of turn is too slow the Starboard LED will flash, indicatingincrease the angle of turn - press .
• It is recommended that the calibration is restarted if the Port LED flashes more than twice.
A double beep indicates the calibration was successful and the AP12 will return to Standby Mode.
• If after about four minutes the compass has not calibrated, an alarm will sound. Repeat the aboveprocedure, following the directions carefully. If the compass will still not calibrate then it is usual-ly because the deviation being detected is too great, which may be due to the compass being tooclose to a metallic or magnetic object (minimum safe distance - 1m [3 Ft]). Move the compass to aposition as close to the ideal centreline location as possible, but away from speakers, metallic super-structure etc. Repeat the above procedure.
• This should only need to be done once when the autopilot is first commissioned, unless the com-pass is changed, repaired, relocated or if any metallic objects have been installed or removed nearto the compass since it was calibrated. In the interests of accurate performance, always bear inmind the location of the compass when installing any metallic objects on the boat. If in any doubt,recalibrate the compass as shown above.
After calibrating the compass perform the following procedure -
1. Hold the course steady for 5-10 seconds.2. Press Auto to engage the autopilot and lock onto the heading - in calm conditions a constantheading should be held.3. Alter course to Port and Starboard - the course change should be smooth without any sign ofovershooting.4. Look back at the wake of the boat to get an indication of the steering performance over a dis-tance of at least 3km (2 Miles). If there is any evidence of snaking or “S-ing”, try decreasing theGain setting (see section 3.1).5. If a GPS is connected , the Nav Mode function should be tested over a longer distance.
Fig 6.4 - Auto Compass Calibration
Page 35
In the event of the AP12H failing, the LED located under the terminal bay cover of the SCP12 CourseComputer can be used to identify the potential source of the problem -
Flashes Diagnosis Fault Location
2 Invalid rudder feedback reading from SLF12 SLF12
4 Current limit exceeded SRP12, SCP12
5 Control unit not connected SFC12
6 No compass data received SHS12
7 No compass/controls detected SFC12, SHS12, SCP12
8 Rudder limits not set / calibration failed SLF12, SCP12
In the event of the AP12R failing, the LED located on the circuit board under the black cover of theSRD12 Drive Unit can be used to identify the potential source of the problem -
Flashes Diagnosis Fault Location
5 Control unit not connected SFC12
6 No compass data received SHS12
7 No compass/controls detected SFC12, SHS12, SRD12
8 Compass calibration failed SRD12
Page 34
7.4 Fault Finding
Symptom
Pilot will not enter Auto mode.
Autopilot drops back intoStandby Mode.
Cannot select Nav Mode
Autopilot will not allow ruddertravel limits to be set*.
Autopilot does not maintain anaccurate course in Auto Mode.
Compass will not auto calibrate
Boat’s course is unstable whenin Auto mode.
Probable Cause
Rudder limits not entered*.Rudder limits configurationfailed*.Faulty connection to SLF12*Faulty connection to SHS12.Fault with SCP12* / SRD12†.
Low supply voltage to DriveUnit or Course Computer*.
Navigational data not avail-able.Incorrect NMEA format or sen-tences are being transmitted.Destination not programmedin navigator.
Power cable gauge too small.SLF12 incorrectly wired orinstalled.Pump not primed or airlockedButtons not pressed properly
SHS12 compass has not beencalibrated.SHS12 compass is encounter-ing magnetic interference.• If the boat’s magneticcompass is being used as a ref-erence, it is more likely thatthis is inaccurate unless it hasbeing recently swung.
Turn rate too fast/slowConditions too roughDeviation detected is too large
Gain setting is incorrect forboat’s speed or type.
Remedy
Enter rudder limits* (see 6.3)Check all connections.Replace fuse.
Check battery charge.Check all electrical connec-tions and supply cables.
Check NMEA connections.Refer to section 7.3 for correctNMEA0183 sentence formats.
Check recommended cablesizes (Fig 4.17)Check SRP12 & SLF12 wiringand installation.Prime pump & bleed system.
Refer to section 6.4 to calibratethe compass to compensate formagnetic deviation.Check area around SHS12 formagnetic objects (loudspeak-ers, heavy current carryingcables etc). Minimum com-pass safe distance is 1m (3 Ft).Check course against otherreference (handbearing com-pass etc) and swing boat’scompass if necessary.
Flashing LEDs abovePort/Starboard keys indicateif turn rate is too fast or slow.Calibration should be attempt-ed in calm conditionsCheck area around compassfor metallic objects/speakersetc (min safe distance - 1m/3ft)
Adjust Gain to suit boat’s speed: Low Speed=High Gain
High Speed=Low Gain
* - AP12H only † – AP12R only
Page 37
38 mm(1.5 in)
19 mm(0.75 in)
68 mm(2.7 in)
40 mm(1.6 in)
66 mm(2.6 in)
108 mm
(4.25 in)
94 mm
(3.7 in)46 m
m(1.8 in)
150 mm(5.9 in)
162 mm
(6.4 in)
100 mm
(3.9 in)79 m
m(3.1 in)
217 mm(8.5 in)
25 mm
(1.0 in)
532 mm (21.28 in) Midstroke
250 mm (10.0 in)150 mm (5.9 in)
180 mm
(7.0 in)
7.6 Specification & Dimensions
AP12H SPECIFICATIONS
Supply Voltage 12v DC (10.8v-16v)Average Power Consumption 3 Amps typicallyDrive Output 15 Amps MaxPeak Flow Rate 1,000 cc/min (64 in3/min)Peak Pressure 28 kg/cm2 (1,000 psi, 67 bar)Ram Capacity Min 90cc (5.4 in3)Ram Capacity Max 250cc (15.25 in3)
AP12R SPECIFICATIONS
Supply Voltage 12v DC (10.8v-16v)Average Power Consumption 0.7 Amps typicallyLinear Thrust 175kg (385 lbs)Max Torque 19.5Nm (170 lb/in)Speed 15 rpm
Page 36
7.5 Optional Accessories
The following optional accessories for theAP12H and AP12R are available from yourSimrad dealer. Please quote the correct partnumber when ordering.
SCJ12Additional Control
Unit +Junction Box
SCJ14Hand Controller +
Junction Box
LFK500SLF12 Feedback Mounting Accessory Kit -balljoint & universal joint mounting foot.(for AP12H hydraulic drive option only)
LFKSeastarKit for mounting SLF12 (AP12H only) to
Teleflex HC5345 cylinders
Page 38
7.7 Service & Warranty
This unit is guaranteed for 2 years from date of retail sale. If it is necessary to have the unitrepaired, return it carriage prepaid to the agent in the country of purchase with a copy of thereceipted invoice showing the date of purchase. Where possible, return all the components unlessyou are certain that you have located the source of the fault. If the original packing is not avail-able, ensure that it is well cushioned in packing; the rigours of freight handling can be very differ-ent from the loads encountered in the marine environment for which the unit is designed.
For Warranty details, please refer to the Warranty Card supplied with this unit.
Manufacturer:
Simrad NavicoStar Lane, MargateKent CT9 4NPUnited KingdomTelephone: +44 (0) 1843 290290Telefax: +44 (0) 1843 290471E-Mail: [email protected]
W O R L D W I D E M A N U F A C T U R E R O F M A R I N E E L E C T R O N I C S